Isn't that the truth! The 757 is tons of "GO" and lots of "STOP". Boy, did Boeing screw the pooch by shutting down production....tsk tsk.

Swedish, just because something is legal does it mean that it is safe? ROA with no auto spoilers is legal as there are performance numbers for it, but it also certainly reduces the margin of safety. What's more, I would be willing to bet that there were other planes available that day that had operative auto spoilers, that were sent to runways in the Midwest or Northeast that were over 10,000 feet, where functional auto spoilers would be much less valuable. Throw in a new Captain and a new FO and safety margin is reduced further. An MD-80 with MELs affecting systems designed to stop the aircraft on the ground or one with all equipment functional... Which MD-80 would you rather be sitting in the back of with your family?

MD-80 is a tricky dawg without auto spoilers, even in the hands of the most experienced shady-80 pilots. If, after touchdown, if you're not right on airspeed, and quick with the manual extension, the plane WILL go flying again. Trust me, I've done it more than once and one of the times I actually had to take it around. Not pretty, and neither is manually deploying the spoilers after the bounce as this will defeat the lift, causing the plane to come down very abruptly (done that too--I suck).

Auto Spoilers, or lack thereof (they weren't armed), were the cause of the fatal MD-80 crash at Little Rock, where the plane went sailing off the end of the runway. Different scenario, but it underscores their importance.

Performance numbers look great on paper, but we all know they represent ideal conditions and test pilots. This guy was new, considered the challenges of the environment and his own limitations/experience. He made the call I would have wanted with my family on board. We should be commending him for his steadfast decision-making, judgement and conservative approach. I would love to see the FAA response to a guy like that getting terminated for solid judgement.

Dawg brings up an excellent point, you put a lot of faith in those numbers. Numbers derived almost forty years ago by the manufacture to sell the airplane. A factory fresh off the assembly line airplane with barely used brakes and tires. Flown by well-rested test pilots who are spring loaded because they knew it was coming.

Ya, the good old 72 could do it too. Great, how much more litigious have our AOMs and GOMs gotten since then? Now is a precarious time to get into any kind of altercation at our company. “Safety meetings”, are all out interrogations. They have an unabated look back on CVR and DVR and anything else they can get their grubby little hands on. These meetings most often cascade into other aspects of what they consider problems that may not necessarily have anything to do with what got you there.

Safety of course. And safeguarding against what can only be described as an out of control and overzealous bunch. No contractual guidelines and limitations on CVR and DVR use. No recourse and/or appellate process for disciplinary action via an SBA. Pushing things along to get along here is never remembered.

The American Eagle ATR captain who returned back to DFW and got fired for refusing to do the flight comes to mind. He had his career day and was terminated. Later sued amr and won. His defense mostly rested on the company’s and faa’s own guidelines: Captain has final authority. Courts have time and time again sided with this.

I would rather hang my hat on that, than be subject to a company inquiry for what will be a presumption of guilt for perceived negligent aircraft operation. This is their default attitude to any and all anomalies, regardless of circumstance legal or not.

This is my first post on the APC forums. I was avoiding joining but needed to reach out to you Allegiant folks.

I filled out the application and I have read the disclaimer on here about the work rules. My wife and I (and two kids) want to move to an area 10 mins from the PIE airport, and being at home every night is very attractive to us.

1) Is PIE fairly junior?

2) I'm a 7-year FO at expressjet. I have @4300TT, 0 TPIC and no degree(I'm working on it). Is that competitive at Allegiant?

3) I am at least 2 years from upgrade. Should I make the jump?

I would. PIE is very junior.

Your times are competitive.

I've said it a dozen times. If you are willing to suffer for a year and are a Regional FO then come here. If those two things don't apply to you then don't.

To be honest, I would have said go for it until I read the part above.

Make twice as much. Get divorced and she takes half. Now you are back to where you started financially.

ASJ

Thanks for the info. I assume I could expect reserve for a year then? Being in a junior base would I be TDYed much or just on call in base?